INTERNAL FUEL MANIFOLD FOR GAS TURBINE ENGINE OR GAS TURBINE FUEL NOZZLE ASSEMBLY

Description

TECHNICAL FIELD

[0001] The present invention relates generally to gas turbine engines, and more particularly to fuel manifolds, nozzle stems and the like.

BACKGROUND OF THE INVENTION

[0002] Fuel nozzles which supply fuel to a combustion chamber in a gas turbine engine comprise a plurality of injector assemblies connected to a fuel manifold via nozzle stems.

[0003] Some conventional nozzle systems define dual adjacent fuel passages, sometimes concentrically disposed within an outer tube. In an effort to provide a dual passage stem member which is relatively simpler and more economical to manufacture, it is also known to use a stem comprised of a solid piece of material having adjacent slotted fuel conduits. However, prior art multiple channel systems are cumbersome, difficult to manufacture and maintain, and heavy. Accordingly, improvements are desirable.

[0004] An example of a fuel manifold having the features of the preamble of claim 1 is disclosed in WO99/37952.

[0005] A further fuel manifold having first and second fuel channels defined at least in part by a sealing member is disclosed in WO 2004/020805.

SUMMARY OF THE INVENTION

[0006] It is an object of the present invention to provide an improved fuel system.

[0007] Therefore, in accordance with one aspect of the present invention, there is provided a fuel manifold as set forth in claim 1.

[0008] Other aspects of the invention will also be apparent.

BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Further features and advantages of the present invention will become apparent from the following detailed
description, taken in combination with the appended drawings, in which:

Fig. 1 is a cross-sectional view of a gas turbine engine comprising a fuel injection system according to the present invention.

Fig. 2 is a perspective view of a first embodiment of a fuel injection system according to the present invention comprising an annular, nested channel fuel manifold ring.

Fig. 3 is a cross-sectional view of the nested channel fuel manifold ring of Fig. 2.

Fig. 4 is a cross-sectional view of an alternate fuel manifold ring having an additional nested channel.

Fig. 5 is an exploded isometric view of a fuel nozzle stem according to the present invention.

Fig. 6 is a cross-sectional view of the nested channel fuel nozzle stem of Fig. 5.

Fig. 7 is cross-sectional top view of a portion of an alternate embodiment of the manifold of Fig. 2.

Fig. 8A & 8B are sectional views, taken at the two indicated locations of the manifold of Fig. 7.

Figs. 9 and 10 are sectional views, taken at two different (unindicated) locations of the manifold of Fig. 7.

Figs. 11 and 12 are graphs respectively illustrating Fuel Distribution and Wetted Wall Temperature versus Distance around the manifold of Fig. 7.

Fig. 13 is a cross-sectional view of an alternate embodiment of the manifold of Figure 2.

Fig. 14 is an exploded isometric view of another fuel nozzle stem in accordance with the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

[0010] Fig. 1 illustrates a gas turbine engine 10 generally comprising, in serial flow communication, a fan 12 through which ambient air is propelled, a multistage compressor section 14 for pressurizing the air, a combustion section 16 in which the compressed air is mixed with fuel atomized into a combustion chamber 17 by a fuel injection system comprising a fuel injection nozzle assembly 20, the mixture being subsequently ignited for generating hot combustion gases before passing through a turbine section 18 for extracting energy from the combustion gases.

[0011] Referring to Fig. 2, the fuel injection nozzle assembly 20 comprises an annular fuel manifold ring 22 generally disposed within the combustion chamber 17 of the engine, and mounted via several integral attachment lugs 28 for fixing the annular ring 22 to an appropriate support structure. The annular fuel manifold ring 22 comprises a plurality of fuel injector spray tip assemblies 24 thereon, which atomize the fuel for combustion. The exterior of the annular ring 22 comprises an outer heat shield 26 covering the ring. This provides the fuel manifold ring thermal protection from the high temperature environment of the combustion chamber. A primary fuel inlet pipe 30 and a secondary fuel inlet pipe 32, via inlets 31 and 33, respectively, provide dual though independent fuel feeds to manifold 22, which then distributes the two fuel supplies to the spray tip assemblies. The spray tip assemblies 24 are directly mounted to the annular fuel manifold ring, without requiring conventionally used nozzle stems which are traditionally required to link, in fluid flow communication, the spray tip assemblies with each distinct fuel manifold for each fuel inlet source. The above features are generally known in the art.

[0012] Referring now to Fig. 3 more clearly showing the details of the fuel injection nozzle assembly 20 according to the present invention, the annular fuel manifold ring 22 is preferably formed from a single solid piece of material and comprises a single stepped channel 36 formed in an outer peripheral surface 38 of the manifold ring which is covered by a protective outer heat shield 26. The stepped channel 36 is preferably formed by a single machining operation, for example by a single milling or routing step using a multi-diametered bit of a predetermined size to create the number and size of the nested slots comprising the entire stepped channel 36. Once provided, as described below, the nested slots, defined by the stepped slot that is machined, or otherwise formed, in the fuel manifold ring, create annular fuel galleries which permit circumferential distribution of independently controllable fuel supplies to be fed to each spray tip assembly.

[0013] The annular stepped channel 36 comprises at least two nested fuel conduits; namely a primary nested fuel conduit 40 and secondary nested fuel conduit 42. The annular primary fuel conduit is located in the manifold ring closest to the spray tip assemblies, and preferably (to facilitate manufacture) is much smaller in cross-sectional area than the annular secondary nested fuel conduit 42, which opens immediately to the peripheral surface 38 in which the stepped channel 36 is formed. A first inner sealing member or plate 44, sized such that it fits within the secondary conduit portion of the stepped channel and is larger than the width of the primary conduit (i.e. to seal it), is fixed against a first shoulder 43 formed in the stepped channel between the primary and secondary nested conduits, by way of brazing or another fastening/sealing method. The first inner sealing plate 44 for the annular fuel manifold ring 22, is preferably also an annular ring plate, substantially extending around the full circumference of manifold ring. An outer stepped channel sealing member or plate 46 is similarly fixed to the fuel manifold ring 22 by brazing or other similar fastening method, against a second shoulder 45 formed within the stepped channel for receiving the annular outer sealing plate ring 46 abutted therein. The outer sealing ring plate 46 could also be brazed directly to the outer peripheral surface 38 of the manifold ring, without the need for the second shoulder 45 in the stepped channel 36. The two sealing plates thereby divide the single stepped channel 38 into two discrete, nested fuel conduits that are sealed from one another and which can supply independent fuel supplies to the spray tip assemblies, primary nested fuel conduit 40 and secondary nested fuel conduit 42. This therefore permits the use of a single-piece fuel manifold, having at least two discrete fuel galleries formed therein in a simple and cost effective manner. This eliminates the need for employing fuel nozzle stems and conventional fuel nozzle injector arrays comprising hundreds of sub-components merely to connect an exteriorly located fuel manifold to the spray tip assemblies in the combustion chamber.

[0014] The primary and secondary annular nested fuel conduits 40 and 42 permit circumferential distribution of the primary and secondary fuel supply around the fuel manifold ring. At the location of each spray tip assembly 24 mounted to the annular manifold ring 22, fuel outlet passage holes are formed, by drilling or otherwise, in the manifold ring body substantially perpendicularly to the outer peripheral surface 38, to enable fluid flow communication between the nested fuel conduits and the spray tip assembly 24. Specifically, primary fuel conduit outlet passage 48 permits primary fuel flow from the primary fuel conduit 40 to be fed into the primary distributor 54 of the spray tip assembly, and secondary fuel conduit outlet passage 50 permits secondary fuel flow from the secondary fuel conduit 42 to be fed into the annular secondary fuel swirling cavity 63 of the spray tip assembly 24.

[0015] Such spray tip assemblies typically also comprise a valve member 52 disposed within the primary distributor 54 for regulating primary fuel flow through a primary cone 56, protected by a primary heat shield 58, before being ejected by a primary fuel nozzle tip 59. A secondary fuel swirler 60 disposed substantially concentrically about the primary distributor, comprises an annular secondary fuel swirling cavity, which swirls the secondary fuel flow before it is ejected through annular secondary fuel nozzle tip 61. An outer air swirler 62 comprises a plurality of circumferentially spaced air passages 64 which convey air flow for blending with the primary and secondary fuel sprays issuing from the primary and secondary spray orifices, 59 and 61 respectively, of the spray tip assembly.

[0016] Referring to Fig. 4, this embodiment of an annular fuel manifold ring 122 comprises an alternately-shaped stepped channel 136 machined in the solid, one-piece material of the manifold ring. The stepped channel 136 comprises an additional or auxiliary channel 172, therein. As above, a primary nested fuel conduit 140 is formed by fixing the first inner annular sealing member or plate 144 against a first shoulder 143, thereby dividing the primary fuel conduit 140 from the secondary nested fuel conduit 142. The secondary nested fuel conduit 142 is enclosed by a second inner sealing member or plate 170 abutted with, and fixed against, second shoulder 145 within the stepped channel 136. As described above, although several attachment and sealing methods for fixing the sealing plates to the manifold ring can be used, they are preferably brazed thereto. The annular auxiliary channel 172 is further axially enclosed by an outer sealing member or plate 146, fixed against the outer peripheral surface 138 of the annular fuel manifold ring 122. As described above, a primary conduit outlet passage 148 and a secondary conduit outlet passage 150, formed in the manifold ring perpendicularly to the outer peripheral surface 138 at predetermined circumferential locations of the manifold ring corresponding to location of the spray tip assemblies, provide dual independent fuel feeds to each spray tip assembly.

[0017] The auxiliary channel 172 can be used to carry a coolant, such as for example recirculated fuel, which will draw heat from the ring. The coolant flow in the auxiliary channel 172 is independent of the quantity of fuel being delivered to the engine. This is particularly needed during low power operation, when less fuel flows through the conduits of the manifold, and therefore more heat is absorbed from the combustion chamber by the entire manifold ring. This reduces fuel coking within the fuel manifold, which can occur if sufficient fuel flow is not maintained to cool the manifold ring. Each conduit, namely the primary fuel conduit 140, the secondary fuel conduit 142 and the auxiliary cooling conduit 172, each has its own inlet feed line, such that the fuel rates and the coolant flow rate can be independently controlled. Independent control of the primary and secondary fuel flows and independent feeding of each spray tip from the annular conduits providing circumferential fuel distribution, also permits fuel staging, wherein specific amounts of fuel are partitioned to specific circumferential locations of the combustion chamber to enhance ignition or to control emissions.

[0018] The present invention may also be used to provide multiple nested channels for providing discrete fuel conduits in a fuel nozzle stem.

[0019] Referring to Fig. 5 and Fig. 6, a fuel nozzle stem 200 comprises a central stem body 202 and a stem inlet end 204 and a stem outlet end 206. A stepped channel 236 is formed in a first outer surface 238 of the stem body 202. The channel is divided by an inner sealing member or plate 244, abutted with, and preferably brazed to, shoulder 243 within the stepped channel, thereby defining a primary nested fuel conduit 240 and a preferably larger secondary nested fuel conduit 242. Unlike the nested fuel conduits described previously, the primary and secondary conduits 240 and 242 are substantially linear, rather than being annular. The secondary nested fuel conduit 242 is enclosed by an outer sealing member or plate 246, preferably fixed to the outer surface 238 of the stem body, again preferably by brazing. The primary and secondary fuel conduits thereby provide discrete fuel flow passages between the inlet end 204 and the outlet end 206 of the stem, which are adapted to be engaged with a fuel manifold adapter and a nozzle spray tip assembly, respectively. This permits at least two discrete fuel flows through the nozzle stem to a spray tip assembly. Typically, the entire fuel nozzle stem 200 is fitted within a surrounding cylindrical outer shield 278, which is can be brazed to the stem member to provide an element of heat protection. The stem body 202 can also comprise auxiliary cooling channels 272 formed therein according to the present invention. In the example shown, the auxiliary cooling channels 272 are on opposing sides of the stem body in outer lateral surfaces 280 of the stem body, substantially perpendicular to the first outer surface 238 with the stepped channel 236 formed therein. Auxiliary channel outer sealing plates 276 enclose the auxiliary cooling channels. The two opposing auxiliary coolant channels 272 are in fluid flow communication at the outlet end 206 of the stem, such that they can provide inlet and outlet passages for coolant flowing through to stem to provide cooling thereof.

[0020] An internal fuel manifold of the type described above may, by reason of its internal position in the engine, become subject to very high wetted wall temperatures, which can lead to fuel break down and contamination (i.e. coking) of the fuel nozzle tips. However, referring now to Fig. 7, the fuel passing through the manifold 22 can be used to effectively cool the body of manifold 22. Cooling is optimized in this embodiment by directing the flows through passages 40 and 42 so that they have counter flowing fuel directions (i.e. one clockwise and one counter-clockwise). Fuel enters the channels 40 and 42 via inlets 31 and 33, respectively. Channel-blocking dams 90 and 92 are provided on alternate sides of inlets 31 and 33 such that fuel flows are forced in opposite directions (i.e. in the directions of the arrows) in channels 40 and 42. In doing so, the total fuel flow at any point around the manifold can be held almost constant ensuring optimum heat transfer rates at any point around the manifold 22. As demonstrated in Fig. 11, at an area where is the fuel flow is low in one channel will have high fuel flow in the other channel, and vice versa. The result is low and almost equal wetted wall temperatures around the full circumference of the manifold, as can be seen in Fig. 12. This offers a significant improvement in thermal management over a manifold 22 in which fuel entering each channel (40, 42) of the manifold 22 is permitted to split and flow both directions around the manifold, which results in low fuel flow at the side of the manifold away from the inlets, which may result in reduced cooling, higher wetted wall temperatures and possible contamination of the fuel passages.

[0021] Referring again to Figs. 7 and 2, as fuel flow makes its way either clockwise or counter-clockwise, as the case may be, around the manifold 22, it is discharged little-by-little into successive fuel nozzles 24. As fuel is discharged, the resulting fuel flow rate in the channel is progressively reduced downstream of each nozzle 24. The reduced flow rate results in a lower bulk fuel velocity and therefore heat transfer rates will also reduced, which may be undesirable. However, if the size of channels 40 and 42 can be progressively reduced to maintain velocities, and thus heat transfer rates, as flow volume decreases. This maybe done by varying the channel widths and/or depths of the channels 40, 42 of Fig. 8A & 8B. Alternately and preferably, however, the shape of cover plates 44 and 46 may be varied as shown in Figs. 9 and 10. Sheet metal forming operations may be used to vary the cover plate shape to reduce (or increase) the passage area, as desired, to control flow rates.

[0022] Referring still to Figs. 8A & 8B to 10, heat shields 26 may be provided which are formed to provide an enclosed air space between the manifold 22 and the heat shield 26. The size of the air gap is preferably selected to provide adequate thermal insulation to minimize the amount of heat transfer from the engine into the manifold and fuel.

[0023] Throughout this disclosure, the same reference numerals are used to refer to like or analogous features in the description and figures. Reference numerals in additional embodiments are incremented in 100s, for convenience, however the reader will understand that features having references numerals 104, 204, 304, etc. will have the same or analogous functions, as described elsewhere in this application.

[0024] While the above description constitutes the preferred embodiments, it will be appreciated that the present invention is susceptible to modification and change without departing from the fair meaning of the accompanying claims. For example, the present invention can offer reliability and weight benefits in any gas turbine engine application wherever multiple hydraulic or other fluid conduits are required or desired. Further, instead of blocking a portion of an otherwise contiguous channel, as in Fig. 7, an unidirectional channel may be provided. Although counter- rotating flows are preferred, other fuel flow may be used to provide desired heat transfer rates. Also, in place of the stepped construction of the channel, other configurations will be apparent to those skilled in the art. For example, referring to Fig. 13 and 14, channels 342 and 340 are, respectively provided between cover plates 346 and 444 and their associated surfaces 344 and 402. In the case of nozzle stem 400 in Fig. 14, this advantageously permits weight-reduction holes 402' to be provided, as fuel is moved outboard of the nozzle stem 402 through passage 440A for passage along channel 400, before it is fed back to nozzle stem 402 though passage 440B. Still other modifications and applications beyond those described will be apparent to those skilled in the art.

Claims

1. An internal fuel manifold (22; 122) for providing fuel to a gas turbine engine fuel nozzle system, the manifold comprising:

a first fuel conduit (40; 140; 240; 340) defined in the manifold (22; 122), the conduit (40; 140; 240; 340) extending from a first inlet (31) to a first end and communicating with a plurality of fuel nozzles (24) about the manifold;

a second fuel conduit (42; 142; 242; 342) defined in the manifold (22; 122) adjacent the first conduit (40; 140; 240; 340), the conduit extending from a second inlet (33) to a second end and independently communicating with the plurality of fuel nozzles (24);

wherein the conduits are arranged such that in use fuel flowing in the first conduit (40; 140; 240; 340) from the first inlet to the first end travels relative to the manifold (22; 122) in a first direction and fuel flowing in the second conduit (42; 142; 242; 342) travels relative to the manifold (22; 122) in a second direction which is different from said first direction to thereby improve fuel cooling of the manifold,
a sealing member (44, 46) which partially encloses at least one of the conduits (40 ... 342), characterised in that the sealing member (44, 46) has a varying shape so as to maintain a desired fuel flow rate in said at least one of the conduit as fuel volume decreases along a length of the conduit.

2. The fuel manifold of claim 1 wherein the size of at least one of the conduits (40 ... 342) has a cross-sectional area that varies along a length of the conduit (40 ... 342).

3. The fuel manifold of claim 2 wherein the cross-sectional area decreases along the length of the conduit (40 ... 342) away from the inlet thereof.

4. The fuel manifold of claim 3 wherein the cross-sectional area continuously decreases along the length of the conduit.

5. The fuel manifold of claim 1, wherein the manifold (22) has a ring shape, and wherein fuel in one of the first and second conduits (40, 42) travels clockwise around the manifold (22) and fuel in the other conduit travels counter-clockwise around the manifold (22).

6. The fuel manifold of claim 5, wherein the first and second conduits (40 ... 342) each define a cross-sectional area and a length, the cross-sectional area of each conduit being reduced along the respective length thereof to maintain a substantially constant fuel flow rate in each conduit as fuel volume decreases along each respective conduit length.

Ansprüche

1. Interner Kraftstoffverteiler (22; 122) zum Bereitstellen von Kraftstoff an ein Gasturbinenmaschinen-Kraftstoffdüsensystem, wobei der Verteiler umfasst:

eine erste Kraftstoffleitung (40; 140; 240; 340), die in dem Verteiler (22; 122) definiert ist, wobei sich die Leitung (40; 140; 240; 340) von einem ersten Einlass (31) zu einem ersten Ende erstreckt und mit einer Mehrzahl von Kraftstoffdüsen (24) um den Verteiler kommuniziert;

eine zweite Kraftstoffleitung (42; 142; 242; 342), die in dem Verteiler (22; 122) benachbart der ersten Leitung (40; 140; 240; 340) definiert ist, wobei sich die Leitung von einem zweiten Einlass (33) zu einem zweiten Ende erstreckt und unabhängig mit der Mehrzahl von Kraftstoffdüsen (24) kommuniziert;

wobei die Leitungen derart angeordnet sind, dass, in Benutzung, Kraftstoff, der von dem ersten Einlass in die erste Leitung (40; 140; 240; 340) zu dem ersten Ende strömt, relativ zu dem Verteiler (22, 122) in eine erste Richtung passiert, und Kraftstoff, der in die zweite Leitung (42; 142; 242; 342) strömt, relativ zu dem Verteiler (22, 122) in eine zweite Richtung passiert, die verschieden von der ersten Richtung ist, um dadurch eine Kraftstoffkühlung des Verteilers zu verbessern,
ein Dichtungselement (44, 46), das teilweise zumindest eine der Leitungen (40... 342) umgibt, dadurch gekennzeichnet, dass das Dichtungselement (44, 46) eine variierende Gestalt aufweist, um eine gewünschte Kraftstoff-Stromungsrate in der zumindest einen Leitung zu erhalten, wenn sich das Kraftstoffvolumen entlang einer Länge der Leitung verringert.

2. Kraftstoffverteiler nach Anspruch 1, wobei die Größe zumindest einer der Leitungen (40...342) einen Querschnittsbereich aufweist, der entlang einer Länge der Leitung (40...342) variiert.

3. Kraftstoffverteiler nach Anspruch 2, wobei sich der Querschnittsbereich entlang einer Länge der Leitung (40...342) weg von dem Einlass davon verringert.

4. Kraftstoffverteiler nach Anspruch 3, wobei sich der Querschnittsbereich kontinuierlich entlang der Länge der Leitung verringert.

5. Kraftstoffverteiler nach Anspruch 1, wobei der Verteiler (22) eine Ringgestalt aufweist, und wobei Kraftstoff in einer der ersten und der zweiten Leitung (40, 42) im Uhrzeigersinn um den Verteiler (22) passiert und Kraftstoff in der anderen Leitung entgegen dem Uhrzeigersinn um den Verteiler (22) passiert.

6. Kraftstoffverteiler nach Anspruch 5, wobei die erste und die zweite Leitung (40...342) jeweils einen Querschnittsbereich und eine Länge definieren, wobei der Querschnittsbereich jeder Leitung entlang der jeweiligen Länge davon reduziert ist, um eine im Wesentlichen konstante Kraftstoff-Strömungsrate in jeder Leitung zu erhalten, wenn sich das Kraftstoffvolumen entlang jeder jeweiligen Leitungslänge verringert.

Revendications

1. Collecteur de carburant interne (22 ; 122) pour fournir du carburant à un système d'injecteur de carburant d'un moteur à turbine à gaz, le collecteur comprenant :

un premier conduit de carburant (40 ; 140 ; 240 ; 340) défini dans le collecteur (22 ; 122), le conduit (40 ; 140 ; 240 ; 340) s'étendant depuis une première entrée (31) jusqu'à une première extrémité et communiquant avec une pluralité d'injecteurs de carburant (24) autour du collecteur ;

un deuxième conduit de carburant (42 ; 142 ; 242 ; 342) défini dans le collecteur (22 ; 122) à côté du premier conduit (40 ; 140 ; 240 ; 340), le conduit s'étendant depuis une deuxième entrée (33) jusqu'à une deuxième extrémité et communiquant indépendamment avec la pluralité d'injecteurs de carburant (24) ;

les conduits étant agencés de telle sorte que pendant l'utilisation, du carburant s'écoulant dans le premier conduit (40 ; 140 ; 240 ; 340) depuis la première entrée jusqu'à la première extrémité se déplace par rapport au collecteur (22 ; 122) dans une première direction et que du carburant s'écoulant dans le deuxième conduit (42 ; 142 ; 242 ; 342) se déplace par rapport au collecteur (22 ; 122) dans une deuxième direction qui est différente de ladite première direction pour ainsi améliorer le refroidissement du collecteur par le carburant,
un organe d'étanchéité (44, 46) qui renferme partiellement au moins l'un des conduits (40 ... 342),
caractérisé en ce que l'organe d'étanchéité (44, 46) a une forme variable de manière à conserver un débit de carburant souhaité dans ledit au moins un conduit à mesure que le volume de carburant diminue le long d'une longueur du conduit.

2. Collecteur de carburant selon la revendication 1, dans lequel la taille d'au moins l'un des conduits (40 ... 342) a une surface en section transversale qui varie le long d'une longueur du conduit (40 ... 342).

3. Collecteur de carburant selon la revendication 2, dans lequel la surface en section transversale diminue le long de la longueur du conduit (40 ... 342) en s'éloignant de l'entrée de celui-ci.

4. Collecteur de carburant selon la revendication 3, dans lequel la surface en section transversale diminue en continu le long de la longueur du conduit.

5. Collecteur de carburant selon la revendication 1, dans lequel le collecteur (22) a une forme annulaire et dans lequel le carburant dans l'un des premier et deuxième conduits (40, 42) se déplace dans le sens horaire autour du collecteur (22) et le carburant dans l'autre conduit se déplace dans le sens antihoraire autour du collecteur (22).

6. Collecteur de carburant selon la revendication 5, dans lequel les premier et deuxième conduits (40 ... 342) définissent chacun une surface en section transversale et une longueur, la surface en section transversale de chaque conduit étant réduite le long de la longueur respective de celui-ci pour maintenir un débit de carburant substantiellement constant dans chaque conduit à mesure que le volume de carburant diminue le long de chaque longueur de conduit respective.

Drawing